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114-749: Produced over two generations, the Ford Explorer Sport Trac shared its chassis and much of its body from the Ford Explorer SUV (with the pickup truck bed designed specifically for the model line). All production was sourced from the Louisville Assembly Plant in Louisville, Kentucky (taking the place of the Ford Ranger). As Ford developed the fifth-generation Ford Explorer as a unibody crossover for

228-551: A Global Technical Regulation to harmonize ESC standards. Global Technical Regulation No. 8 ELECTRONIC STABILITY CONTROL SYSTEMS was sponsored by the United States of America, and is based on Federal Motor Vehicle Safety Standard FMVSS 126. In Unece countries, approval is based on UN Regulation 140: Electronic Stability Control (ESC) Systems. ESC is built on top of an anti-lock brake system, and all ESC-equipped vehicles are fitted with traction control. ESC components include

342-508: A Mercedes A-Class (without ESC) at 78 km/h in October 1997. Because Mercedes Benz promoted a reputation for safety, they recalled and retrofitted 130,000 A-Class cars with firmer suspension and sportier tyres; all newly produced A- class featured ESC as standard along with the upgraded suspension and wheels. This produced a significant reduction in crashes, and the number of vehicles with ESC rose. The availability of ESC in small cars like

456-582: A base-level XL trim and higher-range XLT trim. Sharing the features of the XLT, the outdoors-themed Eddie Bauer was the highest-range trim. The XL was distinguished by a black grille (chrome optional) with steel wheels, while the XLT offered a chrome grille and alloy wheels; the Eddie Bauer offered alloy wheels and two-tone paintwork. The three-door Explorer differed slightly, sharing the XL and Eddie Bauer trims with

570-493: A body increased over two inches in width), with front bucket seats and a split-folding rear bench.. Five-door Explorers were fitted with standard front bucket seats and a three-passenger split-folding rear bench seat. A front split-bench seat was offered as an option (dependent on trim), expanding seating to six passengers. The first-generation Explorer followed the rest of the Ford light truck line in trim nomenclature, marketing

684-431: A leaf-sprung live rear axle. The standard four-wheel ABS of the previous generation returned; the rear drum brakes were replaced by disc brakes. As with the first generation, rear-wheel drive remained standard with part-time four-wheel drive as an option; all-wheel drive became an option for the first time. The second generation Explorer carried over its 160 hp 4.0 L V6 from the previous generation (shared with

798-641: A limited-slip differential or open version; multiple rear-axle ratios could be specified. Four-wheel-drive front axles were the TTB (" Twin Traction Beam ") Dana 35 with some Dana 44-spec components; 4×2 models shared Twin I-Beam components with the Ranger. 160 hp (120 kW) (1993–1994) 4-speed automatic (Ford A4LD ) Optional: 2-speed manual transfer case Shifting into the midsize SUV size class,

912-564: A loss of traction as soon as possible. They have to be resistant to possible forms of interference, such as precipitation or potholes . The most important sensors are as follows: Other sensors can include: ESC uses a hydraulic modulator to assure that each wheel receives the correct brake force. A similar modulator is used in ABS. Whereas ABS reduces hydraulic pressure during braking, ESC may increase pressure in certain situations, and an active vacuum brake booster unit may be utilised in addition to

1026-539: A luxury-trim version of the model line, offered only as a five-door. Slotted above the Eddie Bauer, the Limited was largely introduced as a direct competitor for the Oldsmobile Bravada and Jeep Grand Wagoneer . Distinguished by its monochromatic exterior (including a color-matched grille, headlamp trim, and bumpers), the Limited was also fitted with model-specific alloy wheels and lower bodywork. The trim

1140-602: A minor styling shift, while the large front fender flares were withdrawn, the rear ones continued, styled similar to the F-150 FlareSide pickup bed. Largely sharing its rear doors with the Ford Explorer (with a lack of a rear wheel cutout in the lower corners, due to the longer wheelbase), the Sport Trac retained a Hofmeister kink in the rear quarter windows. As with its predecessor, the Sport Trac retained

1254-438: A multi-position switch or may never be fully disengaged. ESC systems—due to their ability to enhance vehicle stability and braking—often work to improve traction in off-road situations, in addition to their on-road duties. The effectiveness of traction control systems can vary significantly, due to the significant number of external and internal factors involved at any given time, as well as the programming and testing performed by

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1368-529: A performance enhancement nor a replacement for safe driving practices, but rather a safety technology to assist the driver in recovering from dangerous situations. ESC does not increase traction, so it does not enable faster cornering (although it can facilitate better-controlled cornering). More generally, ESC works within the limits of the vehicle's handling and available traction between the tyres and road. A reckless maneuver can still exceed these limits, resulting in loss of control. For example, during hydroplaning,

1482-461: A power-retractable " Breezeway " rear window (a feature last used by Ford on the 1965 Mercury line) in place of a sliding rear window. During 2002, several changes were made to the exterior badging, with "Explorer" removed from the doors and "Sport Trac" (on the tailgate) changed to chrome, from red/white plastic. In another revision, the B-pillars were changed from black to body-colored. For 2004,

1596-530: A proposal for the mandatory introduction of ESC on all new cars and commercial vehicle models sold in the EU from 2012, with all new cars being equipped by 2014. Argentina requires all new normal cars to have ESC since 1 January 2022, for all new normal vehicles from January 2024. Chile requires all new cars to have ESC from August 2022. Brazil has required all new cars to have ESC from 1 January 2024. The United Nations Economic Commission for Europe has passed

1710-440: A rate drastically different from the opposing axle. While on-road application often supplements rapidly intermittent wheel braking with a reduction of power in loss-of-traction situations, off-road use will typically require consistent (or even increased) power delivery to retain vehicle momentum while the vehicle's braking system applies intermittent braking force over a longer duration to the slipping wheel until excessive wheel-spin

1824-467: A removable hard plastic tonneau cover for the pickup bed. Sharing its interior with the two-door and four-door Explorer (which shared much of its dashboard with the Ranger), the Sport Trac retained the fold-down rear seats of the four-door Explorer to expand storage space. A full rubber floor was standard (as in base-trim pickup trucks), with berber-style carpet floor mats. The Sport Trac was configured with

1938-413: A reverse-sensing warning system. The rarely-specified 60/40 front bench seat was restricted to fleet vehicles after 1998 and was discontinued for 2000. For 1999, the front bumper underwent a second revision, adding a larger cooling inlet and standard fog lights. All three-door Explorers were now renamed Explorer Sport. For 2001, the three-door Explorer Sport underwent an additional revision, now sharing

2052-440: A rotary dash selector was used for driver input, selecting two-wheel drive (rear wheels), and four-wheel drive (high and low range). As an intermediate mode, "Auto" mode allowed software to control the torque sent to the front wheels; if the rear axle began to spin, torque was shifted from the rear wheels to the front wheels until traction is achieved. The manually operated hubs and manual transfer cases were discontinued. Similar to

2166-538: A separate trim nomenclature. While the XL remained the base model (largely for fleets), most examples were produced under a single Sport trim level (again equipped similarly to the XLT). For 1995, Ford replaced the 3-door Eddie Bauer with the Expedition trim; in anticipation of the full-size Ford Expedition SUV, the trim line was withdrawn for the 1996 model year. For 1999, all three-door Explorers became Explorer Sports;

2280-547: A similar roofline as its five-door counterpart, fitted with pop-out rear quarter windows (instead of roll-down windows) and a forward-sloping C-pillar. The interior of the Explorer was fitted largely with all-new trim (though carrying over the dashboard in its entirety from the Ranger/Bronco II), with model-specific door panels and seats. On three-door Explorers, four-passenger seating was carried over (though with

2394-532: A stand-alone option it retails for as little as US$ 250. ESC was once rarely offered as a sole option, and was generally not available for aftermarket installation. Instead, it was frequently bundled with other features or more expensive trims, so the cost of a package that included ESC was several thousand dollars. Nonetheless, ESC is considered highly cost-effective and may pay for itself in reduced insurance premiums. Availability of ESC in passenger vehicles has varied between manufacturers and countries. In 2007, ESC

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2508-455: A suspension layout. As a standard engine, the second-generation Sport Trac retained the 4.0L V6 of its predecessor. For the first time the Sport Trac offered a V8 engine option, the 292 hp (218 kW) 4.6L 24-valve Modular V8 used in the F-150 pickups. The five-speed manual transmission was discontinued, with the 5R55W five-speed automatic becoming standard equipment with the 4.0L V6 and

2622-670: A system to reduce engine torque to prevent loss of control and applied it to most of the BMW model line for 1992, excluding the E30 and E36 . This system could be ordered with the winter package, which came with a limited-slip differential , heated seats, and heated mirrors. From 1987 to 1992, Mercedes-Benz and Bosch co-developed a system called Elektronisches Stabilitätsprogramm ("Electronic Stability Program", trademarked as ESP) to control lateral slippage. In 1995, three automobile manufacturers introduced ESC systems. Mercedes-Benz, supplied by Bosch,

2736-458: A third engine was added to the model line, as Ford introduced an overhead-cam version of the 4.0 L Cologne V6. Differing from its predecessor primarily by its single-overhead-cam drivetrain, the 210 hp engine rivaled the V8 in output. Introduced as standard equipment for Eddie Bauer and Limited trims, by 1998, the engine became offered on all non-XL trims. For 2001, the overhead-valve version of

2850-441: A vehicle must have ESC as an available option in order for it to qualify for their Top Safety Pick award for occupant protection and accident avoidance. ESC incorporates yaw rate control into the anti-lock braking system (ABS). Anti-lock brakes enable ESC to slow down individual wheels. Many ESC systems also incorporate a traction control system (TCS or ASR), which senses drive-wheel slip under acceleration and individually brakes

2964-468: A wheel speed sensor is another method of disabling most ESC systems. The ESC implementation on newer Ford vehicles cannot be completely disabled, even through the use of the "off switch". The ESC will automatically reactivate at highway speeds, and below such speeds if it detects a skid with the brake pedal depressed. While Sweden used public awareness campaigns to promote ESC use, others implemented or proposed legislation. The Canadian province of Quebec

3078-452: A yaw rate sensor, a lateral acceleration sensor, a steering wheel sensor, and an upgraded integrated control unit. In the US, federal regulations have required that ESC be installed as a standard feature on all passenger cars and light trucks as of the 2012 model year. According to NHTSA research, ABS in 2005 cost an estimated US$ 368; ESC cost a further US$ 111. The retail price of ESC varies; as

3192-465: Is a range of SUVs manufactured by Ford Motor Company since the 1991 model year. The first five-door SUV produced by Ford, the Explorer was introduced as a replacement for the three-door Bronco II . As with the Ford Ranger, the model line derives its name from a trim package previously offered on Ford F-Series pickup trucks. As of 2020, the Explorer became the best-selling SUV of all time in

3306-454: Is determined based upon the steering wheel angle, its gradient, and the wheel speed. Simultaneously, the yaw sensor measures the vehicle's actual yaw rate. The controller computes the needed brake or acceleration force for each wheel and directs the valves of the hydraulic modulator. The ECU is connected with other systems via a Controller Area Network interface in order to avoid conflicting with them. Many ESC systems have an override switch so

3420-455: Is no yaw input. The TCL system's standard wheel slip control function enabled better traction on slippery surfaces or during cornering. In addition to the system's individual effect, it also worked together with the Diamante's electronically controlled suspension and four-wheel steering to improve total handling and performance. BMW, working with Bosch and Continental , developed

3534-426: Is no longer detected. In intermediate level ESC systems, ABS will be disabled, or the computer will actively lock the wheels when brakes are applied. In these systems, or in vehicles without ABS, the performance in emergency braking in slippery conditions is greatly improved as grip state can change extremely rapidly and unpredictably off-road when coupled with inertia. When the brakes are applied and wheels are locked,

Ford Explorer Sport Trac - Misplaced Pages Continue

3648-585: The Diamante in Japan. Developed to help the driver maintain the intended line through a corner; an onboard computer monitored several vehicle operating parameters through various sensors. When too much throttle had been used when taking a curve, engine output and braking were automatically regulated to ensure the proper line through a curve and to provide the proper amount of traction under various road surface conditions. While conventional traction control systems at

3762-577: The Ford Taurus station wagon, the rear liftgate was fitted with a flip-up rear window. As with the Bronco II, the first-generation Explorer (design code UN46) shares its chassis underpinnings with the 1983–1992 Ford Ranger . The three-door version uses a 102.1-inch wheelbase (8.1 inches longer than the Bronco II); the five-door uses a 111.9 wheelbase (17.9 inches longer). As with the Ranger,

3876-472: The Honda Accord , had it as standard by then. While traction control is usually included with ESC, there were vehicles such as the 2008 Chevrolet Malibu LS, 2008 Mazda6 , and 2007 Lincoln MKZ that had traction control but not ESC. ESC was rare among subcompact cars in 2008. The 2009 Toyota Corolla in the United States (but not Canada) had stability control as a $ 250 option on all trims below that of

3990-516: The Jeep Cherokee and Chevrolet S-10 Blazer . To better compete against both model lines, a five-door body style was included as part of the launch (introduced in the same month as the five-door S-10 Blazer) alongside the three-door wagon. The new, wider body of the five-door allowed for three-across rear seating. To optimize cargo space usage, the traditional swing-away spare tire carrier was deleted in favor of an underfloor location. Similar to

4104-463: The 2011 model year, the Sport Trac was phased out of the model line, with production ending in October 2010. Closely matching the Sport Trac in size, the fourth-generation Ford Ranger serves the same market function in its SuperCrew four-door crew cab configuration. Introduced in February 2000 as an early 2001 model, the Ford Explorer Sport Trac was brought to market. While marketed as a variant of

4218-600: The 4.0 L V6 was discontinued, with the SOHC engine becoming standard (and the only engine of the Explorer Sport). Following the introduction of the overhead-cam Triton-series V8s for the 1997 Ford F-Series and E-Series , the 2001 Explorer would be the final Ford Motor Company vehicle in North America sold with an overhead-valve gasoline-powered V8 engine for nearly two decades (until the 2020 introduction of

4332-420: The 4.6 3V V8 (the 6R60 was also mated to earlier model V8s); in 2009 the 6R80 6 speed automatic replaced the 5 speed behind the V8. Again derived from a lengthened Ford Explorer, the second-generation Sport Trac was fitted with a plastic composite pickup truck bed. As the two-door Ford Explorer Sport was discontinued in 2003, the second-generation Sport Trac adopted the front fascia of the four-door Explorer. In

4446-569: The 7.3 L Godzilla V8 for Super Duty trucks). For 2000, Ford added flex-fuel capability to the Explorer for the first time. The flex-fuel SOHC V6 and chassis were mated to an aluminum body built by Utilimaster in the Ford-Utilimaster FFV , a delivery vehicle built for the United States Postal Service in 2000 and 2001. A Mazda-produced 5-speed manual was standard with the 4.0 L OHV V6 engine;

4560-578: The A-Class ignited a market trend; thus, ESC became available for all models (whether standard or as an option). Ford 's version of ESC, called AdvanceTrac, was launched in the year 2000. Ford later added Roll Stability Control to AdvanceTrac which was first introduced in the Volvo XC90 in 2003. It has been implemented in many Ford vehicles since. Ford and Toyota announced that all their North American vehicles would be equipped with ESC standard by

4674-962: The Adrenalin was intended as a 2007 successor for the F-150 Lightning pickup truck. As part of The Way Forward , the Sport Trac Adrenalin project was cancelled. For 2008, the Adrenalin became part of the Sport Trac model line as an option package. While the SVT-supercharged V8 was not included, many design elements of the model were included, including its blacked-out headlights, black grille, model-specific bumpers, model-specific front fenders (distinguished by side vents), monochromatic interior trim, integrated running boards, and 20-inch alloy wheels. [REDACTED] Media related to Ford Explorer Sport Trac at Wikimedia Commons Ford Explorer The Ford Explorer

Ford Explorer Sport Trac - Misplaced Pages Continue

4788-477: The American market. Currently in its sixth generation, the Explorer has been offered with a five-door wagon bodystyle since its 1991 introduction. For its first two generations, the model line was also offered as a three-door wagon (directly replacing the Bronco II). The Ford Explorer Sport Trac is a crew-cab mid-size pickup derived from the second-generation Explorer. The fifth and sixth generations of

4902-566: The Blue Oval to the top of the grille). Alongside the introduction of the five-door body style, the body was styled with multiple aerodynamic upgrades over its predecessor, including its own door stampings to eliminate exterior drip rails and bracket-mount sideview mirrors (replaced by ones integrated into the doors). In what would become a design feature of the model line, the B-pillar and D-pillars were blacked out. The three-door body shared

5016-567: The European Union decided to make ESC mandatory. Since November 1, 2011, EU type approval is only granted to models equipped with ESC. Since November 1, 2014, ESC has been required on all newly registered cars in the EU. The NHTSA required all new passenger vehicles sold in the US to be equipped with ESC as of the 2012 model year, and estimated it will prevent 5,300–9,600 annual fatalities. During normal driving, ESC continuously monitors steering and vehicle direction. It compares

5130-718: The Explorer as the Lincoln Aviator . For the North American market, the first four generations of the Explorer were produced by Ford at its Louisville Assembly Plant ( Louisville, Kentucky ) and at its now-closed St. Louis Assembly Plant ( Hazelwood, Missouri ); Ford currently assembles the Explorer with the Lincoln Aviator and the Police Interceptor Utility at its Chicago Assembly Plant ( Chicago, Illinois ). The Ford Explorer

5244-405: The Explorer ended its direct model commonality with the Ford Ranger in favor of a purpose-built SUV design. Following a decline in demand for three-door SUVs, Ford developed the third-generation Explorer solely as a five-door wagon; the three-door Explorer Sport from the second generation continued production through the 2003 model year. The primary objective behind the development of the model line

5358-790: The Explorer have been produced as the Ford Police Interceptor Utility (replacing both the Ford Crown Victoria Police Interceptor and the Ford Police Interceptor Sedan ). Within the current Ford SUV range in North America, the Explorer is slotted between the Ford Edge and Ford Expedition . The model line has undergone rebranding several times, with Mazda, Mercury, and Lincoln each selling different versions. As of current production, Lincoln markets

5472-440: The Explorer, marketing the Lincoln Aviator from 2003 to 2005. Electronic stability control Electronic stability control ( ESC ), also referred to as electronic stability program ( ESP ) or dynamic stability control ( DSC ), is a computerized technology that improves a vehicle's stability by detecting and reducing loss of traction ( skidding ). When ESC detects loss of steering control, it automatically applies

5586-488: The Explorer. Following the success of the first generation, the redesign of the exterior was largely evolutionary, with the model line receiving front bodywork distinct from the Ranger. Rear-wheel drive remained standard, with part-time four-wheel drive offered as an option, and all-wheel drive was introduced as an option. To better compete against the Jeep Grand Cherokee , a 4.9 liters (302 cu in) V8

5700-783: The Ford Explorer SUV model line, the Sport Trac was functionally a crew-cab mid-size pickup truck. Slotted in between the Ford Ranger SuperCab (crew-cab Ford Rangers were never marketed in North America; until the 2019 return) and the F-150 SuperCrew, the Sport Trac became the first mid-size pickup truck produced by Ford. In terms of layout, the Sport Trac was followed by the Chevrolet Avalanche and Honda Ridgeline , both crew cab pickup truck derived from SUVs. The Ford Explorer Sport Trac shares

5814-524: The Ford U251 chassis with the fourth-generation Ford Explorer. As part of the redesign, the wheelbase was stretched to 130.5 inches (4.6 inches longer than the previous generation). In a break from its predecessor, the 2007 Sport Trac adopted the four-wheel independent suspension of the Ford Explorer; after the Honda Ridgeline and Hummer H1 , the Sport Trac became the third pickup truck with such

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5928-643: The Ford UN105 platform with the second-generation Ford Explorer. To accommodate for the addition of a pickup bed, the wheelbase of the Explorer Sport Trac was lengthened from 111.6 inches to 125.9 inches (matching the Ford Ranger SuperCab). As with the Ford Explorer and Ford Explorer Sport, rear-wheel drive was standard, with ControlTrac four-wheel drive as an optional powertrain configuration. A 210 hp (157 kW) SOHC 4.0L V6

6042-615: The Integrated Chassis Control System (ICCS), on the Cadillac Eldorado . It involves an omnibus computer integration of engine, traction control, Stabilitrak electronic stability control, steering , and adaptive continuously variable road sensing suspension (CVRSS), with the intent of improving responsiveness to driver input, performance, and overall safety, similar to Toyota/ Lexus Vehicle Dynamics Integrated Management. In 1997, Audi introduced

6156-482: The Limited serving as the upgraded trim level. Along with the standardization of many optional features of the XLT, the monochromatic Limited replaces the black lower body trim of the XLT with a body-color trim. During the development of the second-generation Sport Trac, Ford SVT developed the Sport Trac Adrenalin. Powered by a supercharged version of the 4.6L V8 (producing 390 hp (291 kW)),

6270-480: The Ranger and Aerostar). For 1996, largely to match the V8 engine offerings of the Jeep Grand Cherokee and Land Rover Discovery , a 210 hp (157 kW) 4.9 L (302 cu in) V8 (marketed as 5.0 L) was introduced as an option for rear-wheel drive XLT five-doors. By 1997, the V8 was offered with nearly all trims (except XL ) and was paired with all-wheel drive; output was increased to 215 hp (160 kW) (from revised cylinder heads). For 1997,

6384-556: The SOHC V6 was not offered with a manual transmission until 2000, receiving a heavier-duty version of the Mazda-sourced 5-speed. The V6 Explorers initially received a 4-speed automatic, shared with the Ranger and Aerostar, adopting a 5-speed automatic for 1997. The 4.9 litres (302 cu in) V8 was paired only with a 4-speed heavy-duty automatic (shared with the F-150, Crown Victoria/Grand Marquis, and Lincoln Mark VIII). For

6498-514: The State Government of Victoria preceded this unilaterally on Jan 1 2011, much as they had done seatbelts 40 years before. The New Zealand government followed suit in February 2014 making it compulsory on all new vehicles from 1 July 2015 with a staggered roll-out to all used-import passenger vehicles by 1 January 2020. The European Parliament has also called for the accelerated introduction of ESC. The European Commission has confirmed

6612-518: The U.S. and Canada by 2007, except for certain commercial and fleet vehicles. While the StabiliTrak name is used on most General Motors vehicles for the U.S. market, "Electronic Stability Control" is used for GM's overseas brands, such as Opel, Holden and Saab , except in the cases of Saab's 9-7X and 9-4X (which also use the StabiliTrak name). The same year, Cadillac introduced an integrated vehicle handling and software control system called

6726-549: The UN46 Explorer has a Twin I-Beam (4×2) or Twin-Traction Beam (4×4) coil-sprung front independent suspension and a leaf-sprung solid rear axle. Brakes are discs in the front and drums in the rear, with anti-lock (ABS) on the rear only. The first-generation Explorer was equipped with a 4.0 L Cologne V6, an optional engine for the Ranger and the Ford Aerostar . Initially producing 155 hp (116 kW),

6840-464: The United States, the second-generation Ford Explorer has the (dubious) distinction of being two of the top five vehicles traded-in under the 2009 " Cash for Clunkers " program, with the 4WD model topping the list and the 2WD model coming in at number 4. The third-generation Ford Explorer went on sale in January 2001 for the 2002 model year. Undergoing the first complete redesign since its introduction,

6954-412: The amounts calculated through the state space (set of equations used to model the dynamics of the vehicle). The ESC controller can also receive data from and issue commands to other controllers on the vehicle such as an all-wheel drive system or an active suspension system to improve vehicle stability and controllability. The sensors in an ESC system have to send data at all times in order to detect

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7068-480: The anti-skid system. In 1983, a four-wheel electronic " Anti-Skid Control " system was introduced on the Toyota Crown . In 1987, Mercedes-Benz , BMW and Toyota introduced their first traction control systems . Traction control works by applying individual wheel braking and throttle to maintain traction under acceleration, but unlike ESC, it is not designed to aid in steering. In 1990, Mitsubishi released

7182-421: The brakes to help steer the vehicle where the driver intends to go. Braking is automatically applied to wheels individually, such as the outer front wheel to counter oversteer , or the inner rear wheel to counter understeer . Some ESC systems also reduce engine power until control is regained. ESC does not improve a vehicle's cornering performance; instead, it helps reduce the chance of the driver losing control of

7296-533: The centre differential unlocked. However, it automatically activates off-road traction control and disables ABS braking when shifted into 4WD High-range with centre differential locked, or 4WD Low-range with centre differential locked. Most modern vehicles with fully electronically controlled 4WD systems such as various Land Rovers and Range Rovers, also automatically switch to an off-road-orientated mode of stability and traction control once low range, or certain terrain modes are manually selected. Numerous studies around

7410-470: The correct moments to ensure wheels all rotate at the same rate while applying full locking braking when required. In some vehicles, ESC systems automatically detect whether to operate in off- or on-road mode, depending on the engagement of the 4WD system. Mitsubishi's unique Super-Select 4WD system (found in Pajero, Triton and Pajero Sport models), operates in on-road mode in 2WD as well as 4WD High-range with

7524-651: The driver can disable ESC, which may be used on loose surfaces such as mud or sand, or if using a small spare tire , which could interfere with the sensors. Some systems also offer an additional mode with raised thresholds, so that a driver can utilize the limits of their vehicle's grip with less electronic intervention. However, the ESC reactivates when the ignition is restarted. Some ESC systems that lack an off switch, such as on many recent Toyota and Lexus vehicles, can be temporarily disabled through an undocumented series of brake pedal and handbrake operations. Furthermore, unplugging

7638-402: The driver when they intervene, so that the driver is aware that the vehicle's handling limits have been reached. Most activate a dashboard indicator light and/or alert tone; some intentionally allow the vehicle's corrected course to deviate very slightly from the driver-commanded direction, even if it is possible to more precisely match it. All ESC manufacturers emphasize that the system is not

7752-651: The driver's intended direction (determined by the measured steering wheel angle) to the vehicle's actual direction (determined through measured lateral acceleration, vehicle rotation, and individual road wheel speeds). ESC intervenes only when it detects a probable loss of steering control, such as when the vehicle is not going where the driver is steering. This may happen, for example, when skidding during emergency evasive swerves, understeer or oversteer during poorly judged turns on slippery roads, or hydroplaning . During high-performance driving, ESC can intervene when unwanted, because steering input may not always be indicative of

7866-469: The end of 2009 (it was standard on Toyota SUVs as of 2004, and after the 2011 model year, all Lexus, Toyota, and Scion vehicles had ESC; the last one to get it was the 2011 model-year Scion tC ). However, as of November 2010, Ford still sold models in North America without ESC. General Motors had made a similar announcement for the end of 2010. In 2003 in Sweden the purchase rate on new cars with ESC

7980-459: The engine output was raised to 160 hp (119 kW) for 1993. A Mazda M5OD 5-speed manual was the standard transmission offering, with the option of the Ford 4-speed A4LD overdrive automatic transmission. Along with the standard rear-wheel drive powertrain, at its launch, the Explorer was also offered with two configurations of part-time four-wheel drive, using a Borg Warner 13–54 transfer case. The "Touch Drive" electric-shift transfer case

8094-471: The fenders. In contrast to the front fascia, the rear body saw relatively few changes, receiving mildly restyled taillamps (with amber turn signals). In a functional change, the Explorer received a neon CHMSL (center brake light), adopted from the Lincoln Mark VIII. While again directly sharing its dashboard with the Ranger, the interior of the Explorer underwent a complete redesign (allowing for

8208-418: The first series production ESP for all-wheel drive vehicles ( Audi A8 and Audi A6 with quattro (four-wheel drive system)) . In 1998, Volvo Cars began to offer their version of ESC called Dynamic Stability and Traction Control (DSTC) on the new Volvo S80 . Meanwhile, others investigated and developed their own systems. During a moose test , Swedish journalist Robert Collin of Teknikens Värld rolled

8322-439: The first-generation Explorer is far larger than the Bronco II. The three-door Explorer grew 12.6 inches in length, with the five-door Explorer 22.4 inches longer and 730 pounds heavier than the 1990 Bronco II. As with the outgoing Bronco II, the Explorer shared many design elements with the 1989-1992 Ranger, adopting its front bumper, headlamps, and wheels; the grille was sourced from the off-road oriented Ranger STX (moving

8436-421: The fitment of dual airbags). To improve driver ergonomics, the instrument panel received larger gauges, rotary-style climate controls, and a double-DIN radio panel. For 1997, export-market Explorers received a third-row seat as an option (expanding seating to seven passengers). For 1998, Ford gave the exterior of the model line a mid-cycle revision. Distinguished by body-color rear D-pillars and larger taillamps,

8550-514: The five-door Explorer. Following the introduction of the third-generation Explorer for 2002, the three-door used the second-generation body style through the 2003 model year. The second-generation Ford Explorer is based upon the Ford U1 platform shared with its predecessor, adopting the UN105/UN150 model codes. Introducing key chassis upgrades that were also shared with the 1998 Ford Ranger ,

8664-708: The five-door. In place of the XLT trim, the Explorer Sport was offered, distinguished by its black lower bodywork, grille, and standard alloy wheels. From 1991 to 1994, the Explorer Sport was marketed by Mazda as the Mazda Navajo (see below); the 1991 Mazda Navajo became the first SUV to win the Motor Trend Truck of the Year award. For 1993, Ford introduced the Explorer Limited as

8778-474: The front fascia and interior with the newly introduced Explorer Sport Trac pickup truck. For 2002, the five-door body style would be replaced by an all new Explorer, with only the three-door Explorer Sport and Sport Trac maintaining the second-generation architecture. Styling changes for the Sport are minimal, with the rear wiper moving from the tailgate assembly to being built into the rear window. At its launch,

8892-484: The gray bumpers and side skirts were darkened in color; a new option offered body-color bumpers and side skirts while the interior was updated with a new instrument cluster with a digital odometer. In line with the second-generation Ford Explorer four-door, beginning in 2002, the Ford Explorer Sport Trac was offered in a XLS trim level (steel wheels, cloth seats) and an XLT trim level (alloy wheels), and 2003, an XLT Premium trim level (leather seats) In 2006, Ford released

9006-404: The hydraulic pump to meet these demanding pressure gradients. At the centre of the ESC system is the electronic control unit (ECU), which contains various control techniques. Often, the same ECU is used for different systems at the same time (such as ABS, traction control, or climate control). The input signals are sent through an input circuit to the digital controller. The desired vehicle state

9120-418: The intended direction of travel (such as during controlled drifting ). ESC estimates the direction of the skid, and then applies the brakes to individual wheels asymmetrically in order to create torque about the vehicle's vertical axis, opposing the skid and bringing the vehicle back in line with the driver's commanded direction. Additionally, the system may reduce engine power or operate the transmission to slow

9234-424: The long-running Twin I-Beam / Twin Traction Beam front suspension was retired in favor of a short/long-arm (SLA) wishbone front suspension configuration in order to accommodate larger engines. Along with more compact packaging of front suspension components (allowing for a lower hoodline), the design allowed for improved on-road handling/feel. In line with the Ranger and F-Series trucks, the rear suspension remained

9348-455: The manufacturer. At a rudimentary level, off-road traction varies from typical operational characteristics of on-road traction, depending on the terrain encountered. In an open differential setup, power transfer takes the path of least resistance. In slippery conditions, this means when one wheel loses traction, power will counter-productively be fed to that axle instead of the one with higher grip. ESCs focus on braking wheels that are spinning at

9462-499: The model was produced alongside the third-generation Explorer through the 2003 model year. Outside of North America, this generation of the Explorer was marketed in right-hand drive configurations. As of 2018, RHD countries (such as Japan) export used examples of the Explorer to other countries (such as Australia and New Zealand) where there is demand for right-hand drive SUVs. Due to Japan's strict Shaken Laws , used vehicles tend to have low mileage with detailed repair histories. In

9576-644: The most important advance in auto safety by many experts, including Nicole Nason , administrator of the NHTSA, Jim Guest and David Champion of Consumers Union of the Fédération Internationale de l'Automobile (FIA), E-Safety Aware, Csaba Csere, former editor of Car and Driver, and Jim Gill, long time ESC proponent of Continental Automotive Systems. The European New Car Assessment Program ( Euro NCAP ) "strongly recommends" that people buy cars fitted with stability control. The IIHS requires that

9690-480: The number of vehicles with ESC on the used car market. ESC is available on cars, SUVs and pickup trucks from all major automakers. Luxury cars, sports cars, SUVs, and crossovers are usually equipped with ESC. Midsize cars have also been gradually catching on, though the 2008 model years of the Nissan Altima and Ford Fusion only offered ESC on their V6 engine-equipped cars; however, some midsize cars, such as

9804-531: The power-retractable "breezeway" rear window. For 2008, the Adrenalin appearance package (see below) was added, along with the addition of SYNC as an infotainment media system . In contrast to the Explorer SUV, the second-generation Sport Trac was offered with only two trim levels, both common to the Explorer. On the Sport Trac, the XLT (mid-range on the Explorer) served as the standard trim level, with

9918-462: The previous generation, nearly the entire body underwent a change, with only the roof and the side door stampings carried over. Coinciding with the lower hoodline allowed by the redesigned front suspension, much of the body was distinguished by a restyled front fascia, introducing a styling theme used by several other Ford light trucks during the late 1990s. The Ford Blue Oval was centered in a now-oval grille, joined by oval headlamp clusters wrapping into

10032-411: The rear discs being the largest offered on a solid rear axle Explorer (11.83" vs 11.2"). The fuel tank was also enlarged from 20 gallons to 22 gallons. Built on a lengthened Ford Explorer chassis, the Sport Trac was constructed using parts from three Ford vehicles, with the addition of model-specific pickup truck bed. Sharing the front fascia and fenders with the two-door Explorer Sport, the four-door cab

10146-430: The rear license plate was relocated from the rear bumper to the liftgate (to better accommodate export); the neon CHMSL was replaced by an LED version. In another change, 16-inch wheels were introduced. The interior received redesigned front and rear seats; alongside second-generation dual airbags, side airbags were introduced (as an option). Other options included load-leveling air suspension (on Eddie Bauer and Limited) and

10260-403: The second-generation Explorer, the four-wheel drive system underwent a redesign. The previous Touch-Drive system (electrically operated) was retired and replaced by ControlTrac, an electronically controlled full-time four-wheel drive system with a two-speed transfer case; in place of a center differential, software-controlled multi-disc clutch. Similar to the previous push-button Touch-Drive system,

10374-581: The second-generation Ford Explorer Sport Trac. After skipping the 2006 model year, the new design was released as for the 2007 model year. Adopting many updates of the 2006 redesign of the Ford Explorer/Mercury Mountaineer, the Sport Trac received a redesigned frame and the introduction of several safety features, including stability control and active rollover protection , marketed as AdvanceTrac and Roll Stability Control . The second-generation Ford Explorer Sport Trac shares

10488-465: The second-generation Ford Explorer retained the use of the previous trim nomenclature; the standard trim was the XL, with the XLT serving as the primary model upgrade. Along with the two-tone Eddie Bauer trim, the highest trim Explorer was the monochromatic Ford Explorer Limited. For 2000, XLS replaced XL as the base trim (introduced as an appearance package for 1999). In contrast to five-door Explorers, second-generation three-door Ford Explorers shifted to

10602-449: The slipping wheel or wheels and/or reduces excess engine power until control is regained. However, ESC serves a different purpose from that of ABS or traction control. The ESC system uses several sensors to determine where the driver intends to travel. Other sensors indicate the actual state of the vehicle. The control algorithm compares driver input to vehicle response and decides, when necessary, to apply brakes and/or reduce throttle by

10716-572: The system used on the Aerostar van, the V8 Explorer used a full-time all-wheel drive system without separate high or low ranges. The all-wheel drive's torque distribution was via a viscous clutch with a 40/60 split. 4-speed automatic (Ford 4R55E ); 1995–1996 5-speed automatic (Ford 5R55E ); 1997–2000 5-speed automatic (Ford 5R55E ) Borg Warner 13-54 Electric Shift; 2001–2003 Explorer Sport While bearing an evolutionary resemblance to

10830-463: The system. The United States Insurance Institute for Highway Safety (IIHS) issued its own study in June 2006 showing that up to 10,000 fatal US crashes could be avoided annually if all vehicles were equipped with ESC. The IIHS study concluded that ESC reduces the likelihood of all fatal crashes by 43%, fatal single-vehicle crashes by 56%, and fatal single-vehicle rollovers by 77–80%. ESC is described as

10944-459: The time featured only a slip control function, Mitsubishi's TCL system had an active safety function, which improved course tracing performance by automatically adjusting the traction force (called "trace control"), thereby restraining the development of excessive lateral acceleration while turning. Although not a ‘proper’ modern stability control system, trace control monitors steering angle, throttle position and individual wheel speeds, although there

11058-470: The tyre to increase the rolling resistance even further. Many newer vehicles designed for off-road duties from the factory, are equipped with Hill Descent Control systems to minimise the risk of such runaway events occurring with novice drivers and provide a more consistent and safe descent than either no ABS, or on-road orientated ABS. These systems aim to keep a fixed speed (or user selected speed) while descending, applying strategic braking or acceleration at

11172-415: The tyres do not have to contend with the wheel rolling (providing no braking force) and braking repeatedly. Grip provided by the tyres is constant and as such can make full use of traction wherever it is available. This effect is enhanced where more aggressive tread patterns are present as the large tread lugs dig into the imperfections on the surface or below the substrate, as well as dragging dirt in front of

11286-534: The use of the Sine with Dwell test. In 2015 NHTSA finalized updated regulations requiring ESC for truck tractors and certain buses. Canada required all new passenger vehicles to have ESC from 1 September 2011. The Australian government announced on 23 June 2009 that ESC would be compulsory from 1 November 2011 for all new passenger vehicles sold in Australia, and for all new vehicles from November 2013, however

11400-448: The vehicle down. ESC can function on any surface, from dry pavement to frozen lakes. It reacts to and corrects skidding much faster and more effectively than the typical human driver, often before the driver is even aware of any imminent loss of control. This has led to some concern that ESC could allow drivers to become overconfident in their vehicle's handling and/or their own driving skills. For this reason, ESC systems typically alert

11514-624: The vehicle. According to the U.S. National Highway Traffic Safety Administration and the Insurance Institute for Highway Safety in 2004 and 2006 respectively, one-third of fatal accidents could be prevented by the use of the technology. In Europe the electronic stability program has saved an estimated 15,000 lives. ESC has been mandatory in new cars in Canada, the US, and the European Union since 2011, 2012, and 2014, respectively. Worldwide, 82 percent of all new passenger cars feature

11628-408: The wheels that ESC would use to correct a skid may lose contact with the road surface, reducing its effectiveness. Due to the fact that stability control can be incompatible with high-performance driving, many vehicles have an override control which allows the system to be partially or fully deactivated. In simple systems, a single button may disable all features, while more complicated setups may have

11742-670: The world have confirmed that ESC is highly effective in helping the driver maintain control of the car, thereby saving lives and reducing the probability of occurrence and severity of crashes. In the fall of 2004, the American National Highway and Traffic Safety Administration (NHTSA) confirmed international studies, releasing results of a field study of ESC effectiveness in the USA. The NHTSA concluded that ESC reduces crashes by 35%. Additionally, SUVs with stability control are involved in 67% fewer accidents than SUVs without

11856-597: Was 15%. The Swedish road safety administration issued a strong ESC recommendation and in September 2004, 16 months later, the purchase rate was 58%. A stronger ESC recommendation was then given and in December 2004, the purchase rate on new cars had reached 69% and by 2008 it had grown to 96%. ESC advocates around the world are promoting increased ESC use through legislation and public awareness campaigns and by 2012, most new vehicles should be equipped with ESC. In 2009,

11970-448: Was available in roughly 50% of new North American models compared to about 75% in Sweden. However, consumer awareness affects buying patterns, so that roughly 45% of vehicles sold in North America and the UK were purchased with ESC, contrasting with 78–96% in other European countries such as Germany, Denmark, and Sweden. While few vehicles had ESC prior to 2004, increased awareness has increased

12084-477: Was constructed from the four-door Ford Explorer (with modified rear doors). Designed specifically for the Sport Trac, the 50-inch long pickup bed was constructed entirely of plastic composite material; the tailgate was shared with the Ford F-150 SuperCrew. To add additional load space for the shortened pickup bed, Ford offered a metal load extender to be used with the tailgate. Another option included

12198-413: Was fitted with nearly every feature available to the model line (the only options offered for the Explorer Limited were a sunroof, compact disc player, and the towing package ), also serving as the introduction of several features offered as options on other trims for 1994, including an anti-theft system, keyless entry, and automatic headlights. For the 1995 model year, Ford released a second generation of

12312-626: Was introduced as an optional engine. The Explorer went from lacking airbags to having dual airbags (a first for an American-brand SUV). The Lincoln-Mercury division introduced its first SUV for the 1997 model year, the Mercury Mountaineer . In contrast to the Mazda Navajo, the Mountaineer was sold only as a five-door. For 2001, Ford introduced the Ford Explorer Sport Trac mid-size crew-cab pickup truck based on

12426-481: Was introduced in March 1990 as an early 1991 model to replace the Bronco II. As Ford sought to balance off-road capability with family use of the vehicle, the Explorer underwent extensive design changes from its predecessor, though still retaining commonality with the Ranger pickup truck. Growing from the compact Bronco II (similar in size to its 1960s namesake), the Explorer was a mid-size SUV, competing directly against

12540-449: Was standard (shared with the Ranger and the previous Bronco II); it allowed the vehicle to be shifted from two-wheel drive into high-range 4x4 drive (at any speed) and into low-range 4×4 (when stopped). As an option, the Explorer was also offered with a manual-shift transfer case (the option was paired with manual-locking hubs). All Explorers were equipped with the Ford 8.8 axle in either

12654-621: Was the first jurisdiction to implement an ESC law, making it compulsory for carriers of dangerous goods (without data recorders) in 2005. The United States followed, with the National Highway Traffic Safety Administration implementing FMVSS 126, which requires ESC for all passenger vehicles under 10,000 pounds (4536 kg). The regulation phased in starting with 55% of 2009 models (effective 1 September 2008), 75% of 2010 models, 95% of 2011 models, and all 2012 and later models. The standard endorses

12768-483: Was the first to implement ESP with their Mercedes-Benz S 600 Coupé . Toyota 's Vehicle Stability Control (VSC) system appeared on the Toyota Crown Majesta in 1995. General Motors worked with Delphi Automotive and introduced its version of ESC, called "StabiliTrak", in 1996 for the 1997 model year on select Cadillac models. StabiliTrak was made standard equipment on all GM SUVs and vans sold in

12882-451: Was the sole engine offering. A five-speed manual transmission was standard, with a five-speed automatic transmission available as an option. During the 2001 model year, the 4.0L V6 underwent revisions, shifting from an alloy intake manifold to a composite design; the oil filler cap switched locations from the driver side to the passenger side of the engine. For 2002, the chassis was given four-wheel disc brakes (replacing rear drum brakes) with

12996-567: Was to make the Explorer more competitive in both domestic and export markets. Along with tuning the vehicle for higher-speed European driving, Ford also benchmarked the model line against the Lexus RX 300 and the (then-in-development) Volkswagen Touareg . The Lincoln-Mercury division marketed the third-generation Explorer, with Mercury introducing a second generation of the Mercury Mountaineer; Lincoln offered its first version of

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